Apparatus for carbureting air.



No. 774,485. PATENTED NOV. 8,1904. H. MARSHALL.

APPARATUS FOR GARBURETING AIR.

APPLICATION FILED AUG. 2, 1902.

N0 MODEL. 5 SHEETSBHEET 1- 1 6 .2. I 1 i E A [y 31 I i A 1 i 5, 1! li M I 1 n l 1 r s :2 5

f 3 i9 0 5 0 I No. 774,485. PATENTED NOV. 8, 1904.

' MARSHALL.

- APPARATUS FOR GARBURBTING AIR.

I APPLICATION FILED AUG. 2, 19o2.' no MODEL.

5 SHEETS-SHEET 2.

PATENTED Nov. 8, 1904.

6 SHEETS-SHEBT 3.

H. MARSHALL. APPARATUS PORCARBURETING AIR.

APPLICATION FILED AUG. 8, 1902.

' N0 menu.

No. 774,485. PATENTED NOV. 8, 1904.

H. MARSHALL. APPARATUS FOR GARBUREIING AIR.

APPLICATION FILED AUG. 3, 1902.

NO MODEL.

5 SHEETS-SHEET 4.

PATENTED NOV. 8, 1904.

H. MARSHALL.

APPARATUS FOR GARBURETING AIR.

APPLICATION FILED AUG. 2, 1902.

6 SHEETS-SHEET 5.

NO MODEL,

NITED STATES Patented November 8, 1904.

PATENT riucn.

APPARATUS FOR CARBURETING AIR.

SPECIFICATION forming part of Letters Patent No. 774,485, dated November 8, 1904.

Application filed August v2, 1902. fierial No. 118,106. (No model.)

T 0 Kb whom it may concern.-

Be it known that I, HUGH MARSHALL, doctor of science, a subject of the King of the United Kingdom of Great Britain and Ireland, residing at 12 Lonsdale Terrace, Edinburgh, in the county of Mid-Lothian, Scotland, have invented Improvements in Apparatus for Carbureting Air or Gas for Lighting, Heating, or Motive Power, of which the following is a specification.

This invention relates to improvements in the methods of and apparatus for carbureting air or gas or enriching gas for lighting, heating, or motive power by passing the air or gas over the surface or surfaces of an absorbent material which has been previously impregnated with a volatile hydrocarbon and obtaining a more regular and equable carburation of the air or gas (supplied to the carbureters in any convenient way) by subdividing the air-supply and carbureting the fractions separately by means of a number of carbureters each in difierent stages of exhaustion and mixing the various fractions again after carburation.

My invention also relates to the composition of the absorbent material or blocks.

My invention also relates to a method of recharging the carbureters.

In carbureting air (or other gas) by passing it over volatile liquids contained in suitable vessels (carbureters) certain disadvantages are encountered due to the fact that the liquids most easily and cheaply obtainable for the purpose, such as petroleum spirit, are mixtures of a large number of chemical compounds possessing widely-dilferent volatilities. A result of this is that during carburation a fractionation of the ingredients takes place and the resulting gas is much richer when the carbureter has been recently charged than it is when the carbureter has been to a considerable extent exhausted. To obviate this difiiculty and obtain a combustible mixture of more regular composition, I subdivide then reunited and the resulting mixture is employed for the various purposes required lighting, heating, or motive power. By carrying the subdivision far enough and using a sufficient number of carbureters a mixture of suitably regular composition may be obtained. In the carrying out of this arrangement I employ a battery of several say fourcar bureters arranged in parallel, as shown in front elevation, Figure 1, and side elevation,

Fig. 2. Each of them is suitably connected on one side with the pipe bringing the airsupply and on the other with the pipe to carry off the carbureted air to wherever it is required. Supposing that to begin with all the carbureters are fully charged, the resulting gas Will be richer than that subsequently produced when the apparatus is in regular work. WVhen so much air has been passed through the battery that the latter'is partially exhausted,'say by one-third to one-half, the recharging of the carbureters is commenced, beginning with, say, No. 1 and continuing thereafter with Nos. 2. 3, and 4 in rotation at suitable intervals and then back to No. l, and so on. The proper interval between consecutive chargings depends on the amount of air passing through the apparatus and on the capacity (as regards carbureting liquid) of the individual carbureter-s. Great exactitude is not essential. After a short period of working in this way some one of the carbureters will always be recently charged, some one will be almost exhausted, and the other; will be in intermediate stages. The apparatus has then assumed its normal average condition. In order that the carbureters may be removed for charging, they mustbe so coupled that their removal and replacement may be easily efiected, and it is also necessary that when they are removed the connections with the mains should be closed against the escape of gas or air from the latter. The latter object may be attained by means of ordinary gastaps or by the special valves described hereinafter.

Fig. 1 is a side elevation of the carbureters, showing a cock or valve C, upon which the carbureter B is mounted for the purpose of closing the air and gas ports, so that the carbureters can be removed for recharging, as hereinafter described. Fig. 2 is an end elevation. Fig. is an enlarged view of the said cock or valve 0 with the carlmreter, which is in section, shown broken through. Fig. 4. is a side view of the cock or valve.

Under this arrangement the air passes .from the pipe (I, Fig. 1, into each of the carbureters B through the branch pipes 0, Figs. 1, 2, 3, and 4, to the ports 0, Figs. 3 and t, formed in the cocks or valves C of the carbureters and upon which the carbureters are mounted by the screw connection, the air then passing through the tube 0 into the carbureter B. The said carbureters consist of a metal case 6, preferably cylindrical, fitted with the absorbent block or blocks D, but leaving a small free space (Z at each end, as shown in section, Fig. 3, the block being shown broken through. The absorbent block has perforations d" through it. The air from the tube 0 passes up the central pipe or aperture (1 into the space (Z at the top of the block. The air descends through the perforations ('l" to the ports 0 thence to the branch pipes c, to the carbureted branch pipe (3, Figs. 1 and 2, thence to the burners. The air-pipes a and gas-pipes (1, Figs. 1 and 2, may be carried by the supports F, carried on the framework F. When it is required to recharge any one of the carbureters, the carbureter is turned down on its pivot or valve G into the position shown dotted in Fig. 2. The air-port c and gas-port c in the cock or valve G are at right angles to each other, their connecting ends 0 and e for connection to the air and gas pipes, respectively, being also at right angles to each other when in their normal position, rigid joints being made by means of the unions 0", Figs. 1 and 2. hen the carbureters are turned down, the ports 0 and 0'', Figs. 3 and 4, are turned round, so as to prevent the ingress of air or egress of In order to be better able to judge when it is time to recharge the carbureter most nearly exhausted, the quantity of air passing through the apparatus may be measured by a suitable gas-meter placed on the air-supply main before subdivision of the supply for carbureting. Air thus carbureted might deposit liquid in the pipes by condensation of the vapors owing to a fall of temperature subsequent to carburation. It might therefore be advisable to add a small proportion of uncarbureted air to the carbureted mixture. This may be effected by a small by-pass (capable of adjustment) between the two mains thatis to say, between the air (or gas) inlet pipe and the outlet-pipe for the carbureted air, (or gas.) To make it necessary to swing down the carbureters before they could be unscrewed, they may be placed at a suitable height under a shelf or brackets against a wall. If in any case it were found necessary to keep the carbureters low downsay, on the floor or below the level of the floor--then the horizontal or nearly horizontal position may be made the working one and the vertical the charging one. The size of the carbureters is not material. For a large installation they may be as large as could be conveniently handled. For very large installations it may be found advisable to replace each single carbureter of the battery by two or more arranged in "series. In such a case-that is to say, Where carbureters in series are employed the removal of one carbureter from a series would cut out all the others in that series. This can be avoided, if so desired, by introducing a by-pass into each tap.

I have found from experiments that the fol lowing composition for the perforated blocks gives good results: two parts, by weight, of plaster-of-paris; one part, by weight, of kieselguhr, (infusorial earth;) five parts, by weight, of water, mixed into a paste and molded into blocks with the perforations, the blocks being then air-dried.

Fig. 5 is a sectional elevation of a modification in the manner of carrying the carbureters, Fig. 6 being a sectional plan of same through the gas-portf in the plug F.

In lieu of each carbureter having an inde pendent valve (1, as shown in Fig. 1, I may mount all the carbureters on one common valve carried by the air and gas pipes.

The valve F is connected to the air-pipe g at its under side, and at its top it is connected to the gas-pipef, four or more radiatingarms F, F F 1 and F being formed on the outer case of the valve F. (Shown more particularly in Fig. 6.) The said arms are provided with airports g, 0 5 and g and gas-ports fTfifif, the airwhich enters the pipe g passing through the apertures in the plug F of the valve and along the ports g, g g7, and 5 thence through the carbureters, as in Figs. 1, 2, 3, and 4, back through the gasports 7" f f f, through the apertures f in the plug F up the gas-piper to the burners. hen it is necessary to recharge the carbureters, the arms FF F F are turned round, so that the stop portion f, Fig. 8, formed on the plug F seals one of the air and gas ports. The corresponding carbureter can then be unshipped and recharged, after which the ports are again unsealed, and so on as each in turn requires recharging.

Fig. 7 is a sectional view of a further modification in the manner of arranging the carbureters and valves.

In lieu of each carbureter having an independent valve C, as shown in Fig. 1, or being carried directly on one common valve, as in Figs. 5 and 6, I may mount the carbureters separately on shelves or benches or in any simi lar manner and connect them by means of pipes with a common valve similar in general principle to that shown in Figs. 5 and 6, which may be fixed in any convenient position.

In Fig. 7 the valve is shown in longitudinal section, and the method of connection with the carbureter-fittings is also indicated, the carbureters themselves being shown much smaller in proportion. In the position most convenient for manipulation of the valve Fig. 7 would represent a horizontal section. If mounted with its axis vertical, the valve would generally be in an inverted position as compared with that represented in the drawings.

Connected to the body of the valve M near the widest end is the'air-supply pipe m, communicating with a groove carried completely round the inside plug, which groove is connected with the distributing-chamber in the interior of the plug in by ports m From this chamber the air passes through the ports on within air-pipes m to the carbureters, traversing the porous blocks D in the aforemen tioned manner, and returning after carburation by the pipes m and the ports m to the collecting and mixing chamber in the interior of the plug, whence it passes to the carburetedair-supply pipe m For effecting the out off of any one or. particular carbureter the grooves at m and m on the plug on of the valve M are formed with a stop portion, as shown at f, Fig. 8; but in this instance the plug 112 of the valve is turned (by means of the spanner 9*) instead of the body of the valves,

as in Figs. 5 and 6. WVhen the stop portion on the plug-valve is turned so as to block one pair of the ports m m", the corresponding carbureter can be unshipped and recharged. The

position of the stop portion may be exactly indicated by a pointer fitted to the spindle of the plug. To effect the connecting of the air and carbureted-air pipes to the carbureters and valves, I may use union-joints.

Fig. 8 shows a means whereby the carbureters are recharged. A charging-barrel R is mounted on the stand T, a hoop r encircling the said barrel. At each side of the barrel the hoop is formed with a round or spindle portion, which is fitted into the bearings of the stand T, as shown. hen it is desired to recharge the carbureters, the barrel R is turned in the opposite direction to that shown in Fig. 8 of the drawings. The carbureter is then screwed onto a small ferrule, which is fitted to the barrel R, the said ferrule being similar to that shown in Fig. 9. The barrel R is now inverted, as shown in the drawings, until the carbureter is recharged. The barrel is then turned up again, the carbureter allowed to drain thoroughly and then taken off. The ferrule is afterward'closed with a cap.

Figs. 9 and 10 show another means whereby the carbureters are recharged in cases where a large number have to be dealt with,

also a method of keeping one level of the charging liquid. A charging-drum H, mount-- ed on the stand J, is fitted at one side with the hollow spindle it, through which is passed one end of the liquid-supply pipe 76, the other end dipping into the liquid-supply tank K, which may be supplied by means of the pipe is from a large storage. By reason of the level of the liquid in the tank K being the same as in the drum H a constant supply is insured through the medium of the ordinary ball-valve if. A by-pass may be used to fill and start siphon. When it is desired to recharge the carbureters, they are screwed onto the drum which is fitted with the small ferrules 76, as shown in Figs. 9 and 10. The drum is then revolved in one direction, charging each carbureter. As the carbureters are revolved toward the top of the drum after leaving the level of the liquid all superfious liquid is drained back again into the drum. To prevent the drum from revolving backward when one side is the heaviest, (by reason of charging,) a ratchetwheel is keyed onto the spindle it, the pawl k preventing the drum from revolving backward.

I claim- 1. In an apparatus for carbureting air and other gas; the combination of a plurality of carbureting vessels B; air supply pipe a; branch pipes 0 supplying air to the several vessels; branch outlet-pipes conducting carbureted air from the several vessels; a conduit a receiving and mixing the car bureted air from the several branch pipes 0 and cocks C interposed between the inlet-pipes c and outletpipes 0'; whereby the carbureting vessels B may be separately cut out for recharging, substantially as described.

2. In apparatus for carbureting air and other gas, the combination of a plurality of carbureting vessels B; rotatable three way cocks C on which said vessels are severally mounted; an air-supply pipe a; branch airpipes 0 from the pipe at communicating with the inlet-ports c of the respective cocks C; tubes 0 delivering air from the respective cocks to the vessels B; branch'pipes 0* communicating with the outer ports of the respective cocks; and a mixing pipe 0 receiving carbureted air fromthe several pipes 0 whereby the air carbureted simultaneously in the several vessels B is mingled for consumption and the several carbureting vessels are adapted to be separately cut out, by turning them out of operating position, substantially as described. I

HUGH MARSHALL. Witnesses:

GEORGE SHAW MoCUNDLE, THOMAS STURRooK, Jr. 

